Power transmission apparatus



No. 626,996. Patented luna I3, |899.

' .I. W. HALL.

PWER vTRANSMISSIJN APPARATUS.

, (Application med June 21, 1897.)

(No Modal.) 9 Sheets-Sheet I.

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No. 626,996. Patented nmel'a, |899;

J. W. HALL. POWER TRANSMISSION APPARATUS.

(Application filed .Tune 21, 1897.) (no Modal.) sham-snm 2. v

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Tm: Hemus PETERS Co., maauffla. wAsNINnToN, u. c.

No. 626,996. Patented lune I3, |899.

J. W. HAI'LL... PWER TRANSMISSION APPARATUS.

(Apglimion med .rune 21, 1897.)

(No Model.)

No. 626,996. Pafmmune1651699..

.1. w. HALL.

POWER TRANSIIISSIUN APPARATUS.

(Application led June 21, 1897.) I

(No Modal.) A 9 Sheets-Sheet 4.

.M M Zf @UZ-M mlvzeig No. 626,996. Patented lung I3, |899.

J. W. HALL. POWER TRANSMISSION APPARATUS.

(Appximin ma' :um su, 1891:)

(Ro Model.) 9 Sheets-.Sheet 5,

No. 626,996. Patented lune 13,1899.

' J. W. HALL.

Powie TnANsMlsslUN APPARATUS. (Application med Jui 21, 1897.) (No Model.) 9 Sheets-Sheet 7.

. No. 626,996. Patented'1un|3,|ss.

J. w. HALL. Powsn TRANSMISSION APPARATUS.

(Application filed June 21, 1897.)

9 Sheets-Sheet 8.

(No Model.)

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No. 626,996; Patented lune I3, |899.

A J. W.` HALL.

Power: TnAnsmlssloN APPARATUS.

(Application Bled June 21, 1897.) (No Model.)

9 Sheets-'Sheet 9.

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PATENT .roi-1N WILLIAM HALL, on LoNDoN, ENGLAND.

POWER-TRANSMISSION APPARATUS.

SPECIFICATIONforming part of Letters Patent No. 626,996, dated June 13, 1899.

Y Application filed [fune 21, 1897. Serial No. 641,687. (No model.)

` To @ZZ whom, t may concern:

Be it known that I, JOHN VILLIAM HALL, a` subject of the Queen of England, residing at Brixton, London, England, have invented a certain new and useful Powerlransmissiom Apparatus, of which the following is a speci-1 fication. According to this invention, which is ad-` vantageous for use with autocars and other similar vehicles, as well as in numerous other applications, there is interposed between thel prime moverand the road-wheel or other; drivenv device a mechanism adapted in part; to operate on and in part to be operated by a, suitable fluid-say oil or water-which is circulated through it. In the description which follows the mechanism is described, by way of, example, as applied to driving an autocar.; The said mechanism, together with theliquid, transmits the whole of the power of the prime mover to the road-wheels; but it is so constructed that while one part of it always runs at the same speed (one which has a constant` ratio to that of the prime mover to which it is connected) the other part connected with the road-wheels or driven device can be made to run at any desired speed between m'l and a maximum at will. Consequently the apparatus can be used to control the speed of the vehicle independently of that of the primel mover and also, if desired, the direction of rotation of the driven part.

The accompanying drawings are intended to illustrate, by way of example, particular ways in which the inventionv can be carried` into effect; but the details and general arrangement of the apparatus may be greatly modiled without departure from the spirit of the invention.

In the said drawings, Figure 1 is a plan in` section,on the plane of the axis of rotation XY, of one construction of apparatus according to this invention. Fig. 2 is a view ofthe same apparatus in section on the three transverse planes indicated by the lines 2 2 of Fig.r 1. Fig. is a section of a portion of Fig. 2 on the lines 3 3 of Fig. 2. Figut is an elevation of one end of theV apparatus'shown in Fig. 1. Fig. 5 is a transverse section of those parts of Fig. 1 which would be exposed by a section taken at the line 5 5 of Fig. 1. Fig. Gis

an elevation of the inner end of the crankshank J of Fiv. 1. Fig. 7 is a similar view to Fig. 6, but with certain appurtenances fof the crankshaft added. Figs. S, 9, and 10 are details of apparatus by which the angular advance of an eccentric-sheave forming part of Fig. 1 is controlled, Fig. 8 being a face view of the cap J3 of the cranlcpin J of Fig.. 1 and Fig; `9 being a section on the line 9 9 of Fig. 10, Fig. 10 showing parts of the apparatus which become visible in a section taken on the line 10 10 of Fig. l. .Figs 11 and 12 show the casting forming the body of Fig. 1 in section on the lines 11 1l and 12 12 of that gure. Fig. 13 is a longitudinal central section of part of an apparatus such as is shown in Fig.

1, comprising an alternative construction of control-gear for an eccentric-sheave Q and valve K, such as are shown in the said Fig. 1. Figs. 14, 15, and 16 are transversesections on the lines 14.14, 15 15, and 1G 16 0f Fig. 13. Fig'. 17 is a view similar to the left-hand portion of Fig. 1, showing a construction in which the throw of a crank operated by the prime mover can be altered while the apparatus is in motion, as hereinafter described, this construction being omitted from Fig. 1 to prevent confusion by multiplicity of parts and to enable the drawings to be presented on a larger scale. Fig. 1S is a detail of part of Fig. 17. Fig. 1 9 is a view similar to Fig. 1, except that it is slightly altered to enable the circulation of fluid, hereinafter referred to, to occur in a circuit which is partly external to the apparatus instead of Wholly internal, as in Fig. 1. l Preliminarily it will be stated that this invention contemplates the use of a fluid-pressure-creating device having relatively movable members between which the pressure is created and both of which members are capable of angular movement. The driving lpower or prime mover is applied to one member and the driven part connected With the other member. Bearing this in, mind, it will be at once understood that the movement of the prime mover may be communicated to the driven part without variation if the-two members of the pressure-creating device are held in fixed relation to each other, as by a body of practically incompressible liquid confined between them, and, on the other hand, if the liquid is not confined then the movement of one IOO of the members of the pressure-creating dewill not exert an appreciable torque on the other or second member. Consequently this second member may remain at rest. Now in order to impart to said second member a torque variable with respect to the power and speed of the prime mover, whereby the angular movement of .the second member may range from nothing under the conditions last stated up to a maximum and with a'power inversely'proportioned to the speed, a mechanism is employed which may aptly be termed a power and speed adjuster. rlhe power and speed adjuster modilies the action of the liquid on the second or driven member of the pressure-Creatin g device, whereby a complete movement or cycle of the iirst member may cause a coeXtensive angular movement, rotation, or cycle of the driven part or second member or a differential angular movement of the'driven part or second member, as the case may be, and when, as in the embodiment -tobe now described, a differential movement of less speed may be attained the action of the liquid on the second member is prolonged, as is` the utilization of the discharge from the driving member, during a relatively-greater movement of the latter to produce a lesser pear.

movement of the driven member, whereby the torque imparted to the second member will, while of greater moment, be correspondingly slower in time.

lVithreference first to Figs. l to 12, A is the driving-shaft, to which a. motion ofrotation of constant direction is imparted from a prime mover by the spur-wheel A, keyed thereon orotherwise. Thisshaftissupportedf by the frame B in bearings B', as also is the shaft C, the two shafts being in line. The shaft C is stationary and constitutes a fixed; concentric bearing, as will hereinafterap-I A casing D, supported partly on the? driving-shaft A, so as to encircle the latter within one ofthe bearings BQ and partly sup portedv on the shaft or bearing C, so that it can turn about both shafts, comprises a se-. ries of single-acting pump-cylinders D', inl each of which is a piston D2. The cylinders D are three in number and are disposed ra-;

ydially at angles of one hundred and twenty .degrees around the driving-shaft A, which latter is provid ed with a crank-pin A2, engaged by the connecting-'rods D2 of each of the three pump-pistons D2.

D4 is a spider or live-armed frame whichV vextends transversely across the casing D bepump-cylinder a passage D2, Fig. 1, leads into a'valve-chamber E, into which is forced a cylindrical liner E', within which is a pistonvalve F, operated by a valve-gear, as is hereinafter described. From the valve-chamber E the circulating iiuid delivered into it by the pumps-can return into the chamber in which the crank-pin A2 revolves by either of two courses or by both these courses sim ult-aneously. Ports E2 are'provided in the liner to admit the fluid delivered from the passages D9 into the interior of the liner, whence it may pass below the upper piston F of the pistonvalve F through the upper port-s E3 in Ithe liner into the adjacent power and speed ad-l back into the crank-chamber in which the crank-pin A2 revolves. This is one of the two courses above referred to. The other course is by way of circulation-passages E5 or their equivalent, Figs. 2 and ll, leading from each valve-chamber at points opposite the ports E2 to the neighboring valve-chambers yand connecting them all to the interior of a cylindrical shell E7, formed on or in the casing D and com munie-ating with the interior of that casing by way of a valve K, which is operated to vary the freedom of circulation of the fluid in a manner and by devices which will hereinafter be more particularly described. The valve K is a piston-valve provided with holes wall ofthe shell E7 when the valve is in the position in which it is shown in Fig. 1, but

which. when the valve is lowered farther into the shell place the adjacent portion of the passage E5 in communication with the interior of the casing D. The circulation-passages E5 are in free communication with each other through the several valve-chests E and through the shell E7, there being a clearance between the valve K and the shell at the part of the latter seen in section in Fig. 3.

Power and speed ad juster cylinders G, which in the present example are shown as having greater capacity than the pump-cylinders D', are attached to the casing D, as shown. They are three in number, like the pump-cylinders D', and each is disposed in line with its companion pump-cylinder, so that the three adjuster-cylinders are at equal angular distances apart around the axis of vrotation X Y of the apparatus.

H are the adjuster-pistons- H2 are connection-rods which connect the adjuster-pistons H vto a crank-pin J, as shown. Normally this crank-pin and shaft Cl are stationary; but the pin forms part of what will hereinafter be termed a secondary shaft J, journaled eccentricallywithin thesaid shaft C, Which affords a long and rigid bearing therefor, in which it is adjustable, but in which it is normall y prevented from rotating, as will hereinrco after appear. The eccentricity of the secondary shaft J relatively to the axis of the shaft C (which is also the axis of rotation of the apparatus) is such and the th row of the crank J is such relatively to the actual longitudinal axis of the secondary shaft J that by rotating the secondary shaft J within its long bearing in the shaft C the radial distance of the crankpin J from the axis of rotation XY--that is to say, its effective throwcan be varied from the maximum distance (at which it is shown in the drawings) to ntl, the latter condition obtaining when the secondary shaft J' is so far rotated as to bring the axis of the crankpin J into coincidence with the axis of rotation X Y.

J2 is a wormwheel fixed on the outer end of the secondary shaft J', so that by a suitable worm (not shown in the drawings) the latter can be rotated within the fixed shaft lC, the worm-gearing serving also to prevent its accidental rotation.

D10 is a chain-wheel keyed upon the casing D, so as to transmit to, say, the road-wheel of an autocar the rotary motion of the casing, set up as hereinafter explained.

t is intended that the part of the casingD which forms a crank-chamber for the crankf pins A2 and J shall be filled with a circulating fiuid-say oil-which fills also the pumpcylinders DI, the passages D9, the interior of the valve-chambers E between the pistons F F2 of the piston-valve, the outer ends of the adjuster-cylinders and valve-chest E, and the passages E4 E5, Fig. 2, and that by the rotation of the driving-shaft A the pump-pistons D2 shall circulate this iiuid from the crank-chamber containing the crank-pins A2 J through one or both of the paths hereinbefore referred to into the crank-pin chamber again. It will be observed that the casing D, the adjuster and pump cylinders G D, and valvechests E are rigidly connected together and that they, like the driving-shaft A, are rotatable relatively to the shaft C. They turn at one end (that through which the shaft A passes) in one of the bearings B and at the other end on the shaft C.

D15 D1S D19 D195 are working joints packed by means of stuffing-boxes or otherwise.

The casing D turns about the axis of rotation X Y; but the pistons H and connectingrods H2 rotate about another axis, which can be made eccentric thereto, in order that the adj uster-pistons shall have a variable reciprocatory movement relatively to the cylinders G, the amount of reciprocation being dependent upon the eccentricityof the crankpin J to the axis of rotation X Y. Assuming that the valve K ifemployed in the shell E7 is shut-t'. e., is in the position in which it is shown in Fig. I and that the crank-pin J is concentric with the axis of rotation X Y, rotation of the driving-shaft A would have the effect of rotating the casing D with an equal angular velocity and in the same direction, for the fluid in the apparatus could not be circulated, and therefore being practicallyincompressible would transmit the rotative effort of the crank-pin directly to the casingD through the connecting-rods D3 and pistons D2, and thence bywayof the chain-wheel D10 to the apparatus driven thereby;l but if it be ,assumed that the valve K in the casing E7 `the circulation-passages E5 into the crankchamber again, only exerting a trifling rotative efort upon the casing bythe friction between the fluid and the passage of the casing. lf, however, the crank-pin J be moved outward from the axis X Y and the valve K in the shell E7 be shut, all the fluid from the casing D must pass from the cylinders D back to that casing by way of the cylinders Gand their passages E. In doing this it exerts a rotative effort upon the casing D, which depends upon the amount of eccentricity of the crank-pin J relatively to the axis X Y. If the eccentricity be a maximum, then the rotative effort will be a maximum also, for a given volume of fluid forced between the pistons I-I and covers of the adjuster-cylinders will produce a smaller angular movement of the casing D when the eccentricity of the pin J is a maximum than Vwhen it has a lesser eccentricity. If while the crank-pin is eccentric, as in the instance just considered, the valve K in the shell E7 be opened, some of the circulating fluid instead of going into the adj uster-cylinders to effect the relative movement of those cylinders and their pistons will be shortcircuited through the shell E7 into the casing again, thus lessening the rotative effort upon the casing D in proportion to the amount of opening given by the valve K. That portion of lthe liquid which is engaged at any moment in transmitting a driving effort is contained within the passages D, E5, and G and the outer ends of the cylinders D' and G, and therefore docs not come upon the packed Working joints, as

IOO

IIS

D13 D18 D19 D19, which are the only working joints needing packing.

The valve K in the shell E7 and the apparatus by which it is operated will now be described with reference to Figs. l, 4E, and 5.

The direction in which the casing D and cylinders D G rotate about the axis X Y depends upon the position with regard to the crank-pin J of those of the cylinders G in which a driving effort is at any moment be ingexerted by their iiuid contentsthat is to say, if the resultant passing through the crank-pin J passes also through the axis of rotation' X Y no rotation of the casingD will ensue; but if'by shifting the crank-pin such resultant be diverted to one side or the other of the axis E rotation a turning effort tangential to the axis will be set up and rotation of the casing will occur in the direction in which such tangential effort is exerted on the casing, and as the resultant can be diverted as described by shifting the crank-pin J, which is movable, into and out of concentricity with the axis X Y and to one side or other of any radius extending from that axis the casing can be readily started, stopped, or reversed by suitably operating that crank-pin. The angular velocity imparted to the casing fora given'speed of the driving-shaft A will depend (neglecting for the moment the amount of slip by way of the valve K) not only upon the radial distance of the crank-pin J from the axis of rotation X Y-that is to say,

its effective throw-but also upon its adjustment to one side or the other of its neutral position-that is, the position in which it is concentric with the axis of rotation X Y-t'or it it be so set that the casing rotates in the same sense7 as that of the crank-pin A2 of the shaft A the movement of the casing will virtually slow the action of the pumppistons D2, and consequently make the displacement of fluid into the cylinder G less than if the crank-pin J had been set to make the casing run in the opposite sense to that of the crank-pin A2. From this it follows that with a given effective throw of the crank J the gear is more powerfulwhen the casing and crank-shaftA rotate in the same sense than when they rotate in opposite senses.

It will here be advantageous to state the order in which the adjustments of the crankpin J and valve K, if employed, are intended.

to be made and the results which ensue from such adjustments. Beginning with the Valve K wide open and with the crank J concentric with the axis of rotation X Y there will be a maximum slip of fluid through the valve K and no circulation through the cylinders G,

whose crank J will have no virtual throw.

Consequently the casing D will remain at rest circulationassaees Eand the interior of the casing D, the whole ofthe liquid displaced by the pump-pistons D2 will pass through the cylinders G and cause the casing D to rotate at a moderate speed, inasmuch as the volu me swept out by the pistons H is a maximum. If keeping the valve K shut the crank-pin J be turned onward through a further half-revolution, so that it ultimately arrives once more in a position of' concentricity with the axis of rotation X Y, the speed ot' the casing D during the period of this further half-revolution will be gradually increased to the maximum, for the whole displacement of thel pump-pistons D2 is delivered, as under the circumstances set forth in the preceding paragraph,

through the cylinders G, the pistons of which,

however,.sweep out per revolution of thecasing avolumc which becomes less and less as the crank-pin J recedes from its position of maximum eccentricity. That the volume swept out is so reduced and the speed increased will be obvious if it be remembered that when the crank-pin J has no eccentricity the pistons H will sweep out no volumes at all, and that under this condition the pumppistons can deliver no Huid at all, so that the whole casing will revolve at its maximum vclocity--tl e., that of the shaft A.

The direction in which the casing D rotates during the rotation of thecrank-pin J through a complete revolution, as described, is intended to be the direction in which it drives the autocar or other driven device ahead.

To get the adjustments for driving backward or astern, the mechanism by which the movement of the crank-pin J and the valve K is correlated when correlating mechanism is employed should be so arranged that ,it is necessary to return the crank-pin J through the revolution to which reference has just been made and to start again with the crankpin J concentric with the axis of rotation X Rotation of the pin through the first halfrevolution from that position should close the valve K, and thus enable the casing D to be driven by the fluid delivered into the cylinders G, in which, under the circumstances described, the volume swept out by the pistons H will be a maximum. By movi-ng the crank-pin J onward beyond the half-revolution just referred to while keeping the valve K shut the speed of the casing will be made slightly faster by reason of the lessening ot' the ratio between the volume swept out by the adjuster-pistons and that swept out by the pump-pistons. It is desirable that further movement of the crank, in the same direction, which would give a still further in-I crease of speed in going astern, should be prevented where the apparatus is fitted to an autocar, for it is not considered judicious to enable such a vehicle to be driven backward l at a high rate of speed. Moreover, when the apparatus is adjusted for going astern there IOO IIO

comes a point at which the reaction between the pump-pistons and the pump-covers set up by the former and tending to rotate the casing D in a given direction is exactly balanced by a reaction between the pistons H and the covers of the cylinders G tending to rotate the casing in the opposite direction. Under these-circu instan ces any effort exerted by the engine will tend to burst the casing and will not transmit any rotative effort to the driven device. This is another reason for limiting the astern adjustment of the crank, and this limit should. be so established that the adjustment never proceeds beyond a point at which a certain minimum of rotative effort is transmitted from the casing to the part driven.

The apparatus by which the aforesaid cor- IZO relation between the adjustment of the crankpin J and that of the valve K is established will now be described, assuming primarily, for convenience of explanation, thatthe crank-pin J is made to become concentric with the axis of rotation X Y.

On one side of the worm-wheel J2 is a spiral tooth J4, and on the boss of the worm-wheel is a spiral cam J2. This tooth and cam together control the valve K automatically by means of a lever L, which at one end is connected to a rocker M, pivoted to an extension B2 of the frame B and provided with teeth M', gearing with the spiral tooth J4. The rocker M wi-ll be oscillated by rotation of the worin-wheel J2.

L' is a roller carried in the lever L at a point intermediate between that at which it is connected to the rocker M and its opposite end, by which it is connected to a manual control apparatus hereinafter described. The part L2 of the lever L is forked or otherwise formed to engage the shaft N, arranged to slide endwise in a central bore of the shaft J' and provided at its outer end with disks N' N2, between which the parts L2 of the lever L are received, the disks being so arranged and proportioned that the shaft N, thoughl always engaged with the lever L, is free to rotate with the shaft J' so that such engagement is not affected by movement of the lever L in t'ne direction of its own length. VThe endwise movement of the shaft N is normally automatically effected by the action of the cam J 2 onV the lever L through the roller L', and the object of the spiral tooth J4 and rocker M is to move the lever endwise in such manner as to keep the roller L' on the parts of the spiral cam J5 or of the face J7 of the boss JG with which it is desired that it should cooperate in the different angular positions of the worin-wheel J2 and of the crank-pin J, adjustable by the latter, there being, as will hereinafter appear, a special relationship between the cam J5 and the crank-pin J. The cam J5 is one which extends spirally through three hundred and sixty` degrees, its face sloping gradually down from its highest point JG, Figsil and 4, in opposite directions through one hundred and eighty degrees each way, to merge at each end into the fiat face J7 of the portion of the worm-wheel J2 on which it is placed. The highest point J6 of the cam J5 is in the present example situated, with regard to the axis of the shaft J', on the same. radial line asthe crank-pin J, and as it is necessary that when the crank-pin J and axis of rotation are concentric the valve K should be wide open, the spiral tooth J4, cam J5, and rocker M so disposed in relation to each other that when the crank-pin is thus concentric the highest part J6 of the cam J5 comes against the roller L', and consequently the lever L will have drawn the shaft N outward from the shaft J' to one extreme of its travel, which corresponds, as will presently be shown, with the adjustment of the valve K into a position giving maximum opening. It is necessary to the obtainment of the variation in speed of the casing D, as hereinbefore described, that when the crank-pin J is moved out of the assumed position of concentricity in either direction from the assumed startingpoint the valve K should he slowly closed during the rst one hundred ,and eighty degrees of such movement, and should not thereafter commence to reopen, but should be kept closed through any continuation of such movement-say through a further one hundred and eighty degrees-in the same direction beyond the extent of one hundred and eighty degrees specified, and this result is insured by nia-king the spiral cam merge into the dat face J7 of the boss of the worm-wheel J2 at the end of each 'arc of one hundred and eighty degrees on Ieither side of the highest portion JG and by so arranging the spiral tooth J4 that it moves the lever L endwise to such extent that after causing the roller L' to roll upon one or the other of the inclined portions of the cam during the first one hundred and eighty degrees of the movement of the latter from the point at which the part JG and roller L' bear against each other the roller is kept, in any continuation of such angular movement, upon the fiat portion J2 of the worm-wheel J2, from which the lever L and shaft N can obtain no movement. From the foregoing it will be evident that the valve K becomes quite closed upon completion of the first one hundred and eighty degrees movement of the cam, as aforesaid, and consequently the maximum pressure will be set up within the apparatus at a time when the crank-pin J is so situated that a maximum torsional eifort is transmitted to the casing D by the fluids between the adjuster-pistons and the pump-pistons.

Themeans by which the inner end of the shaft N in Fig. l is enabled to operate the valve K will now be described.

From the inner end of the crank-pin J extends a pin J2, concentric with the shaft J', and in this extension is a slot J2 to receive the central cross-bar O' of a disk O, adapted to slide upon the extension J2 in the direction of the axial line thereof and keyed by a key IOO N3 to the shaft N, by the endwise movement v of which latter the disk can be caused to move along the extension J2. The disk O is concentric with the said extension and is encircled by a strap O2 after the manner in which an eccentric-strap encircles an eccen tric, this strap being coupled by a universal joint P to one end of a link P', the other end of which is coupled to one arm Z' of a bellcrank lever Z' Z2, pivoted at Z3 to the spider D4, the other arm Z2 of which is coupled by a link K3 with the valve K. Vhen the shaft N is moved endwise in the shaft J', the disk O is moved endwise also and through the link P' operates the bell-crank lever Z' Z2 to raise or lower the valve K. The disk O wilt have movement in its own-plane relatively to the bell-crank lever Z Z2 during the rotation of the casing D, but owing to the length of the link P such movement will not materially affect the adjustment given to the valve by the endwise movement of the disk, but will simply cause a slight reciprocatory movement of the valve, which will be of service in keeping it free from any possibility of sticking fast.`

The end L3 of the lever L is connected to a piston L4, working in a cylinder L5, pivoted at B4 to the framing B and closed at its outer end by a cover, between which cover and the piston L1' is a spring L, operative to tend always to keep the roller L close against the cam JG or face J7 of the worm-wheel J2.

L7 is a slotted arm forming part of the end L3 of the lever L and receiving a pin L8 in a link L, arranged to be operated by a bellcrank lever L10, manually controlled, the pin L8 and slotted arm L7 being so arranged in relation to each other that While the link L can be caused to move the lever L in such a direction as to draw the shaft N outward, and thereby open the valve K to enable the casing D to stop rotating, the link L when released bythe hand-gear will offer no obstacle to the movement of the lever L3 by the spring L6 into position to bring the roller L into engagement with the proper portion of the cam J5 or face J7 of the worm-Wheel J2, nor will it offer any obstacle to the subsequent movement of the lever L by the cam. This restoration of lthe roller L to the proper place on that portion of the boss of the worin-wheel on which it bears will occur even though the worin-wheel should have been adjusted between the removal of the roller from contact therewith and its return to place, for the lever L is always adjusted to the necessary extent by the rocker M Whether the roller L be in contact with the worm-wheel or not.

The rod L18, by which the bell-crank lever L10 is caused to actuate the lever L, can be connected to a brake-gear7 if desired, so that the aet of opening the valve K by the rod L18 results in a simultaneous application of the brake to the casin g D or the apparatus driven thereby.

Into the shaft C extends a cylindrical cavity C', communicating by Way of its inner end with the interior of the casing D and capable of being connected by the branch passage C2 with a reservoir or pump. Vithin the cavity its a hydraulically-packed piston C3, loaded by means of a spring C1 in compression between it and the closed end of the cavity. Any variation in the bulk of the oil contained in the casing D will be automatically compensated by the movement of the springloaded pist-on- Cs, so that no free space will occur within the casing upon contraction of the oil and no undue stress will be put upon the apparatus by its expansion. rlhe apparatus may be charged with oil, or leakage may be made up through the passage C2, through which oil can be forced-into the apparatus past the packing of the piston C3.

If desired, the cavity C may be maintained in communication with an accumulator.

The piston-valve F of Figs. l and 2, which are balanced, are each operativelyconnected by means of an eccentric-rod F1 with an eccentric-sheave Q.

The circulation which in the example hereinbefore referred to occurs in a circuit which is wholly internal might be differently arranged. For instance, the pumps might draw their supply from any convenient source through the pump crank-shaft and the adjuster might exhaust to any other point through the adjuster crank-shaft or bearing. Such an arrangement is indicated diagrammatically in Fig. 19, which resembles in itsl main features the construction illustrated in Fig. 1,'except that the adjuster crank-shaft extends at its outer end into a stationary cap e, making a fluid-tight joint therewith by means of a stuffing-box c', carried on the cap. A suction-pipe c2 leads into the interior of thc cap c and the adjuster crank-shaft is made hollow, as shown, so that the pumps D' may draw their supply through this hollow member from the exterior of the apparatus by way of the pipe e2. Across the interior of the easing D extends a diaphragm D17, which prevents any of the fluid delivered through the crank-pin A2 from having access to the portion of the easing D in which the crank-pin J is situated, except by way of the pump-cylinders D, valve-chambers E, and exhaustpassages E4 or circulation-passages E5, Figs. 2 and ll. p

The fluid delivered into that portion of the casing D in which the crank-pin J aforesaid is situated exhausts therefrom through a passage f, provided in the shaft or bearing C, which communicates with another passage f extending through one of the bearings 157. Fluid discharged through this passage f may pass into a tank, whence it is again drawn into the apparatus by way of the pipe e2, so

that the circulation of the liuid is continuous though partly external to the casing D.

It is necessary to have the eccentric-sheave Q so arranged and adjustable that although the crank-pin J, Fig. l, has an angular and ra dial adjustment relatively tothe axis of rotation X Y a line joining the center of the pin J with that axis shall always be at right angles to another line joining the axis of rotation with the center of the eccentric-z'. c., it is necessary to keep the angular advance of eccentric constant. This result is obtained in the example illustrated in Fig. l, whereof the details are shown more clearly in Figs. 8, 9, and l0, by pivoting the eccentric-sheave Q eccentrically on a stud R, which is coaxial With the axis X Y, and fixing upon it guides, such as Q7 Q2,Whichintersect each other at the stud R, Fig. l, at right angles and have upon the center line ofl one of them Q2, Fig. lO, the

center Q3 of the sheave. In these guides are blocks A1 A5. The block A1 is engaged by a pin A0, Figs. l and S, which projects from and is in line with the center of the crank-pin J, and the block A5 is engaged by a similar pin A7, this latter being at one end and the pin AG at the other end of a diameter of the dotted circle S, Fig. 8, in which circle the crank-pin J travels in its adjustment by the secondary shaft J. )Vhcn the crank-pin J (which in Figs. l and S is shown as havingits maximum eccentricity) is turned to bring it nearer the axis X Y, the block Al1 travels along the guide Q' toward its intersection with the guide Q2, along which the block A5 travels. In this movement both blocks travel in the dotted circle S, and consequently by their action on the guides Q' Q2 turn the same and the sheave Q about the stud R, Fig. l, keeping the center Q3, Fig. l0, of the sheave always (except when the crank has no virtual throw) ninety degrees in advance of a line S' drawn from the axis X Y to the crank-pin J and constituting the virtual throw of the crank. The virtual throw is Zero when the crank-pinis concentric with the axis of rotation X Y.

The employment of two blocks A1 A5 and pins AG A7 is necessitated by the fact that at certain points in its travel the pin A0 may become concentric with the axis of rotation of the apparatus and also with the point of intersection of the two channels of the guides Q' Q2, and if there were only this one piu the casing D in its rotation would under such circumstances turn the eccentric-sheave with it, and therefore the valve worked from the sheave would obtain `no reciprocation, for they (the casing and the valves) would spin about the axis of rotation as o ne mass; but the provision of two blocks A4 A5, only one of which can at any time be concentric with the axis of rotation, obviates this difficulty. By moving the pin A0 in the circle S from the position in which it is now shown to and past r the axis of rotation, (at which the virtual throw of the crank-pin J disappears) it will be found that the eccentric, which, as now shown,has,say,positive advance, will change from positive to negative advance asin every alternate revolution in that circle at the moment when the pinA0 passes the axial line. As it is not necessary that the rotation of the pins A0 A7 should be stopped at any particular point in the circle S, the device described could constitute an all-round reversinggear applicable to many types of motor in addition to that to which its application is herein described; but in the present instance it is not so used, being employed solely as a reversinggear-that is to say, being used only throughout a portion of its possible range-for, assuming the crank-pin J to be at the neutral point and ready for adjustment in the manner hereinbe'fore described, the eccentric is so set as to be on the opposite side of the axis of rotation to that at which the crank-shaft point after adjustment and never run beyond the full-ahead position into the fullastern position the reversing apparatus, being` under control of the crank-pin, is similarly limited in its movement.

With reference now to Fig-sl to 16, which,

as aforesaid, illustrate an alternative construction of control-gear for the eccentricsheave Q and valve K, the control-gear for the valve K comprises a sleeve O3, rotatable on the` stud R. This sleeve is externally screwthreaded, as at O1, and provided at its opposite end with a iiange Of", internally toothed to gear with a'pinion N1, keyed on the end of the shaft N10, which is made to be rotatable in the shaft J of Fig. l instead of movable endwise therein. A nut O10encircles the screwthreaded portion O4 of the sleeve Ois and has a circular groove O0 turned therein to receive one end of a lever, (say such as Z, Fig. 1,-)

`which by the endwise movement of the nut O will be caused to operate the valve K. From the nut O extend two iingersOT, adapted to slide in holes Q1 in a casing Q", encircling the sleeve O3 at the flanged end thereof. Although this casing is given under certain circumstances hereinafter explained with regard to `be disregarded and the casing can be considered as stationary in the explanation which follows of the mode of adjusting the valve K, as its movement is not of su'fiicient extent to materially affect such adjustment.

To adjust the valve K bythe gear just described, the shaft N10 is rotated to turn, by means of the pinion N4, the sleeve O3. Upon such rotation of the sleeve the nut O10, which is prevented from rotating with the sleeve by the engagement of the fingers O7 with the'holes Q4 in the circular casing Q5, will be caused to travel endwise along the screw-threaded portion O4 of the sleeve Q3, so as to carry with it the end of any valve-adjusting lever engaged with 4the circular groove O0 in the nut, and thus adjust the valve K.

W'ith regard to the adjustment of the eccentric-sheave Q10, which is integral with the casing 5, this is effected by means of a pinion J8, iixed on the end of an extension `J0 from the crank-pin J, so as to be concentric with the axis of the crank-pin J. This pinion engages with an internally-toothed ring Q, fixed in the circular casing The diameter of the pinion JE on the pitch-line is one-half the pitch-line diameter of the internally-toothed ring Q0, and it follows therefore IIO that any point on the pitch-line of the pinion will describe a straight line relatively to the ring when the pinion and ring are rotated in gear with each other, and as it describes a straight line relatively to the ring it will also describe a straight line relatively to the sheave Q10, which is integral with the ring. The pinion J8 is so disposed that the axis of the crank-pin J passes through a point in theL pitch-line thereof, and the ring Q is concentric with the axis of rotation of the apparatus, so that adjustment of the crank-pin J by rotation of the shaft J' will cause the casing Q5 to turn about the stud R10, and will cause the eccentric also to turn about that stud; but in this movement, owing to the relative dimensions and arrangement of the gears JS Q0 being such as is described, the crank-pin J traverses relatively to a radius passing from the illustrated in Fig. 1 may be adjustable radially like the crank-'pin J of Fig. 1. In such a case the adjustment of the crank-pin A2 to make it concentric with the Laxis of rotation of the casing D would enable the driving partssay the pistons D2-to be stopped and the movement of the Huid contents of the appa- Aratus to cease without stopping the prime mover. Such a construction is illustrated in Figs. 17 and 18, in which the driving-shaft A contains within it a crank-shaft A3, of which the crank-pin A2 forms part. The radial distance of the crank-pin from the axis of rotation of the driving-shaftA (indicated in Fig. 17 by the chain-lines X Y) is variable to vary the delivery of the pumps by varying the stroke of the pistons D2, as will now be described. The shaftA2is placed eccentrically within the shaft A, the latter being bored to receive it. By rotating the crank-shaft A0 within the driving-shaft A the crank-pin A2 can loe moved outward from the axial line X Y to the extreme position in which it is indicated. in Fig. 17, or can be moved inward so as to become concentric with the axial line or to have any desired throw between such maximum and minimum. Normally the crank-pin A2 is locked in the position in which it may happen at any moment to be by gearing which isadjustable to vary the throw of the crank-pin A2, as desired. Preferably such gearing is of the type hereinafter described, and may be termed a oating gear-that is to say, a gear intermediate between a gear-wheel on the main drivingshaft A and another on the crank-shaft A3, and so arranged that it normally transmits the motion of the gear-wheel on the driving-shaft A to that on the crank-shaft A11 in such. a way that both have equal angular velocity in the same direction; but should the axes of the floating gear be given adjustment relatively to cach other they will alter the angular position of the gear-wheels on the shaft A A3 relatively to each other, and thereby vary the setting ofthe crank-pin A2. Such a gearis illustrated in Figs. 17 and 18, in which AG is a gear-wheel keyed on the shaft A and geared with a gearwheel A10, loose on the shaft A, by the intermediate wheels A7 A8 A0. A ring of teeth A11 on the part of the Wheel A10 gears with the pinion A12, fixed to a shaft A13, journ aled in an arm A11, fixed to the shaft A. rlhe arm A14 carries a worm A11, Fig. 18, geared to the shaft A12' by the gear-wheels A1s A10, and the worm A1T gears with the wormwheel a, keyed on the crank-shaft A2. There may be other arrangements of gear for connecting the wheel A10 with the worm-wheel d, the parts A12 A13 A11 A15 A10 A17 being shown merely by way of example. b ZJ are loose rings encircling the shaft A and are provided with pins b2, upon which the two intermediate wheels A7 A0 are rotatable. rPhe pins h2 engage with the two casings c c', 'which are concentric with the axis X Yand are rotatable about it, each being provided upon its exterior with a ring c2of teeth, by which both are geared to an adjusting-pinion don a shaft d', which latter is provided with a hand-wheel d2 and supported in the frame B. The operation of this gear will now be described. ANormally the pinion CZ prevents the rings c2 from rotating, and therefore the pins b2 and rings Z9 b do not turn about the axis XY and have no relative movement. This being so, the wheel A0, rotating with the' shaft A, imparts to the wheel A10, through the idlers A7 A8 A0, a motion which in direction and angular l velocity is the same as its own. Inasmuch as the arm A14 and all the gear carried by it are fixed to the shaft A it follows that under such circumstances the parts A0 A10 A14 will have no movement relatively to each other,

and therefore that the shaft A3 and crankpin A2 will not be adjusted by the worm a. In order to obtain such adjustment, it is necessary that the wheel A10 should have movement relatively to the arm A14 and shaft A in order to rotate the pinion A12 andthe wormgearing controlled thereby. vSuch rotation of the wheel A10 relatively to the Wheel A0 may be effected as follows, whether the apparatus be at rest or in motion: The shaft d is rotated and by means of the pinion d gives the rings c2 motion in opposite directions, which has the effect of giving the pins b2 angular movement with the casing c c about the axis X Y relatively to each other, and they cannot be moved relatively to each other without altering the angular position of the wheel A10 in relation to the wheel A0 and arm A11. lVhen the wheel A10 is thus moved relatively to the arm A11, it operates the gear-wheel A12 and this, through the worm-wheel d, rotates the shaft A3 within the shaft A, thereby vahereinbefore described.

Obviously this invention is not limited to the use of any particular form of pumping' mechanism or pressure-creating device, such as a pump, or to any particular form ot4 adjuster or pressure-utilizing mechanism or the use of an inelastic fluid, inasmuch as many well-known forms of such mechanism might be combined for use in accordance with this invention, and where an elastic fluid is employed the usual provisions will be made for varying the expansion of the same in order to vary the power and speed of the driven parts with relation to the driving parts. The number of pumping cylinders or mechanisms and the corresponding adjuster parts is also capable of wide variation both in the relative numbers employed and in the whole number employed. So, too, it is obvious that the relation or" the parts may be reversed and the power or driven member in the present instance become the driving member and the driving member the driven member.

In carrying the invention into effect it will be observed that between the driving member and the driven member to wit, the shaft Aand the wheel Doin Fig. l-there is interposed a pump, and it will be noted that I contemplate the use of any well-known form of iluid-pressure-creating device having two elements or more which cooperate in producing the fluid-pressure, such pressure being produced by the relative movements of the elements constituting the j )ressure-creating device. Thus, for example, in Fig. l the piston of the pump constitutes one of the elements and the casing the other element, and in the broad use ot' the terms it will be noted that I include any device for creating pressure between them by the relative movements of the parts, so as to transmit power from one of the parts to the other and so tending, in connection with suitable conduits, ducts, or openings communicating with the space between the elements, to create a circulating system of the huid employed in the device. The by-pass, including the valve K, and particularly the mechanism for securing the correlation of the parts, while highly desirable in the most approved form of the apparatus may nevertheless be omitted in some instances, especially if provision be made to at will uncouple the connection between the prime mover and the pressure-creating device, so as to allow the former to run independently.

l I claim- 1. In a power-transmitting device, the combination with a driving member and a driven member, of a pressure-creating device, such as a pump, having one of its elements connected with the driven member and its cooperating elcment connected with the driving member, and an adjusteractuated by the pressure-creating device or pump and controllingthe movement of the driven member, with means for varying the relative capacities of the pressure-Creatin g device or pump and the adjuster.

2. In a power-transmitting mechanism, the combination with a driving member and a driven member, of a Huidpressure-creating device, such as a pump, one element of which is operatively connected with the driving mem ber and the cooperative element of which is movable and connect-ed with the driven member, and a fluid-pressure adjuster, the parts of `which are relatively adjustable to vary its mechanical advantage and possessing an element operatively connected to and movable in unison with the said cooperating element of the pressure creating device, whereby a given torque set up by the driving member can be transformed into torque of different values exerted upon the driven member by the joint action ot the pressurecreating device and adjuster and the body of working fluid within them; substantially as described.

3. In a power-transmitting mechanism, the combination with a driving and a driven member, of a liuid-pressure-creating device, such as a pump, one elementof which is operatively connected with the driving member and the other element of which is movable and connected with the driven member, a fluid-pressure adjuster, the parts of which are relatively adjustable to vary its action and possessing an element operatively connected to and movable in unison with the said cooperating element of the duid-.pressure-creating device and a by-pass for opening communication between the discharge of the pressure-creating device or pump and the suction-chamber thereof; substantially as described.

4. In a power-transmitting mechanism; the combination with the driven member and the driving member, of a luid-pressure-creating device, such as a pump, one elementof which is operatively connected with the driving member and the cooperating element of which is movable and connected with the driven member, a fluid-pressure adjuster, the parts of which are relatively adjustable to varyits action, and possessing an elementoperatively connected to and movable in unison with the said cooperating element of the pump, a bypass for opening communicationbetween the pump-discharge and pump-suction chamber, and means operatively connected with the adjustable member of the adjuster for controlling the by-pass.

In a power-transmitting mechanism, the combination with a driving member and a driven member, of a Iiuid-pressure-creating device, such as a pump, one element of which is operatively connected with the driving IOO IIO

memberand the cooperating element of which is movable and connected with the driven member, a il uid-pressure adjuster having two cooperating elements one of its elements being connected with the driven member, arelatively-fixed but adjustable crank-shaft withV which the other element of the adjuster is operatively connected and a duct or ducts connecting the pump and adjuster; substantially as described.

6. In a power-transmitting mechanism, the combination with a driving member and a driven member, of a iiuid-pressure-creating device, such as a pump, one element of which is operatively connected to the driving member and the cooperating element of which is movable and con nected with the driven member, a Huid-pressure adjuster having two cooperating elements one of its elements being connected with the driven member, a relatively-fixed but adjustably-movable crankshaft with which the other element of the adjuster is operatively connected, a duct extending from the pump to the adjuster and a by-pass between the pn nip-discharge and the pnmp'- suction chamber for diverting discharge fluid from the pump away from the adjuster and into the suction-chamber; substantially as described. f

7. In a power-transmitting mechanism, the combination with a driving member and a driven member, of a fluid-pressure-creating device such as a pump, one element of which is operatively connected with the driving member and the cooperating member of which is movable and connected with the driven member, a fluid-pressure adjuster having two cooperating elements, one of its elements being connected with the dri ven member, a relatively-fixed but adjlistably-movable crankshaft with which the other element of the adjuster is operatively connected, a duct extending from the pump to the adjuster, a bypass between the pump-discharge and the suction-chambers; substantially as described.

8. vIn a power-transmitting mechanism, the combination with a driving member and a driven member, of a iluitl-pressure-creating device, such as a pump, one element of which is operatively connected with the driving member and the coperatingclement of which is movable and connected with the driven member, afluid-pressu re adjuster having one of its elements connected with the driven member, a cooperating element of the adjuster,a relatively-fixed butadjustable crankshaft, with which the said cooperating element ofthe adjuster is operatively connected, a duet extending from the pump to the adjuster a by-pass affording communication between the pump-discharge and pump-suction chamber, a by-pass valve and an operative connection between the adjustable crankshaft and valve to correlate the adjustments of the two, whereby the discharge fluid of the pump may be diverted in variable proportions through the adjuster and into the suction-chamber; substantially as described.

9. In a power-transmitting mechanism, the combination of a pumppiston, a cylinder therefor, adjuster-cylinder and piston therefor, a shell having a conduit connecting the cylinders and rotating around a given axis, a fluid-power-transmitting agent in said cylinders and conduit whereby the driving-piston drives the liquid and by liquid-pressure eX- erts force against the shell to turn it, the traverse of one of said pistons being adjustable to vary the movement of the liquid; substantially as described.

l0. In a power-transmitting mechanism, the combination of a plurality of companion driving-pistons and a separate cylinder for each, all connected to rotate in unison, a plurality of separate adjuster-'cylindersrotating in unison with the pump-cylinders, a piston for each, and conduits extending from the driving-cylinders to the adjlister-cylinders; substantially as described.

11. In a power-transmitting mechanism, the combination of a plurality of companion driving-pistons and a separate cylinder for each, all connected to rotate in unison, a plurality of separate adjuster-cylinders rotating in unison with the pump-cylinders, a piston foreach, conduits extending from the drivingcylinders to the adjuster-cylinders, and a distribution-valve for each adjuster-cylinder; substantially as described.

l2. In a power-transmitting mechanism, in which the power-transmittingagentisa fluid, the combination with aseries of reciprocatory driving-pistons and cylinders therefor and a series of reciprocatory adjuster-pistons and cylinders therefor, of asingle rotary shell inl tegral with and connecting all of said cylinders, and Ahaving ducts connecting said cylinders; substantially as described.

13. In a power-transmitting mechanism in which the power-transmitting agent is a fluid, the combination with the reciprocatory driving-piston and a reci procat-ory adj lister-piston and cylinders for said pistons, of a single rotary shell integral with and connecting the cylinders of said pistons, ducts in said shell forthe passage of the fluid between said pistons and a distribution-valve for controlling the passage of fluid through the adjuster-cylinders; substantially as described.

14. In a power-transmitting apparatus, the Combination with a rotary driving member, a rotary driven member and a pump operated by the rotary driving member, of an adjuster communicating with the pump and having one of its elements connected with the driven member, an adjustable crank-shaft with which -the coperating 4element of the adjusteris connected, a valve controlling the passage of fluid from the pump to the adj uster, an eccentric controlling the operation of said valve, and a connection between the IIO said crankshaft and eccentric, whereby thev lead of the valve is maintained; substantially as described.

15. In a power-transmitting mechanism, the combination with a crank driving-shaft, a floating gear interposed between the driving-shaft and the prime mover for varying the effective throw of the crank without interfering with its rotation, a driven member a'nd a relatively-fixed crankshaft, of a pump and a power and speed adjuster, one of the elements ofthe pump and adjuster being connected together and with the driven member, the coperating element of the adjuster being connected with the relatively-fixed crank and the coperating element of the pump being connected with the adjustable crank ot' the driving-shaft; substantially as described.

16. In a power-transmitting apparatus, the combination with a primary driving-shaft, and a secondary driving-shaft, A3, having a crank thereon, the gear-wheels A0, A10 interposed between and operatively connected to the primary and secondary driving-shafts and an intermediate floating gearing connecting the wheels A0, A10, whereby the normal motion of the wheel, A0 is reproduced by the wheel A10 but by the relative movement ot' the iioating gearing, the relative adjustment of angular position of the wheels A0, A10, and the throw of the crank may be varied, and means for controlling the floating gearing.

17. In a power-transmitting apparatus, the combination of a drivingeshaft, a crank-shaft eccentrieally mounted thereon with gearwheels operatively connected with said driving-shaft and crank-shaft and a floating gear connecting said gear-wheels, comprising an intermediate gear, a divided support c c', and adjusting apparatus d, d2, for varying the angular adjustment of the gear-wheels connected with the driving-shaft and crank-shaft whereby the throw of the crank may be varied.

18. In apower-transmitting apparatus, the combination with a cranked di'ivingsha'ft, a driven member and a relatively-xed crankshaft, ot' a rotary casing havingpump and adjuster cylinders therein and connected with the driven member, of a circulating system including` the pump, adjuster-cylinders and center ot' the casing, pump and adjuster pistons connected respectively with the relatively-xed and driving cranks, whereby the.

working packed joints for retaining the fluid within the casing are not subjected te pres sure.

19. In a power-transmitting apparatus, the combination with the driving and driven m'em bers arranged to rotate in axial alincment, a rotary casing connected with one of said members and arranged to rotate in a coincident axial line with packings for preventing the escape of fluid at the working joints, of a pump arranged in said casing adapted to draw its supply from the center thereof, a power and speed adjuster arranged within said cas,- ing and in communication with the pump,

,the packed joints is relieved.

20. In a power-transmitting apparatus, the combination with a driving member, a pump operated thereby, a powerand speed adjuster, and an adjustable crank with which one of 1 the elements of the adjuster is connected, of a system of ducts connecting the pump and adjuster, a valve for relieving pressure in the adjuster and an operating mechanism for said valve controlled by the movement of the said crank, whereby the production of a bursting pressure in the adjuster by the adjustment of the crank is prevented by the opening of the valve; substantially as described.

21. In a power-transmitting apparatus, a driving member, a driven member,a pump and a power and speed adjuster, having one of their elements connected for unitary 'motion and also connected with the driven member, a connection between the coperating elements ofthe pump and driving member and an adjustable crank with which the cooperating element of the adjuster is connected, of a valve for diverting the fluid passing from the pump to the adjuster and an operating mechanism for said valve con trolledl by the movement of the adjustable crank; sub

'stantially as described.

22. In al power-transmitting apparatus, the combination with a driving member, a driven member, and a pump and power and speed adjuster connected for unitary movement and connected with the driven member, the coperating element of the pump being connected with the driving member, and an adjustable crank-shaft with which the coperating element of the adjuster is connected, of a valve for diverting part of the fluid passing from the pump to the adjuster into or out of the chamber whence the pump draws its supply, and an operating-rod for said valve passing through the said adjustable crank; substantially as described.

23. In a power-transmitting apparatus, the combination with a driving member, a driven member and a casing, all arranged in coincident axial alinement, a pump and a power and speed adjuster in said casing, a connection between one of the pump elements and driving member, an adjustable crank and a connection between one ofthe adjuster elements and adjustable crank, of a valve controlling the passage of fluid from the pump to the adjuster, an eccentric for operating said valve and a connection between said eccentric and the said adjuster-crank; substantially as described.

IOO

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